Governor for explosive-engines.



H. L. BROWNBACK. GOVERNOR FOR EXPLOSIVE ENGINES. APPLICATION FILED NOV. 25, 1914.

1,%7'?,5%L Patented Sept. 3, 1918.

an eras rear ornrcn.

HEW? IAUWE BBOWNBACJK, OI NORRISTOWN, PENNSYLVANIA, ASSIGNOR, BY MESNE ASSIGNMENTS, T0 TIMOT OLEARY, 0F PHILADELPHIA, PENNSYLVANIA.

GUVEENOE FUR EXIPLOSIVE-ENGINES.

Specification of Letters Patent.

Patented Sept. 3., I918.

Application filed November 5225, 1914-. Serial No. $74,009.

To all "whom it may concern:

Be it known that I, HENRY ll. BnowNBAok, a citizen of the United States, residing at Norristown, in the county of Montgomery and State of Pennsylvania, have invented certain new and useful Improvements in Governors for ExplosiveEngines, of which the following is a specification, reference being had therein to the accompanying drawing.

This invention relates to an improved governor mechanism for controlling the action of explosive engines. The object is to pro vide a governing and controlling device which shall be positive in its action, which will quickly respond to variations in the engine movements and permit a delicate control of the speeds, and, at the same time, can be set so that the speed will be constant irrespective of the load. Another object is to provide a mechanism for this purpose which shall not require the presence of diaphragms or rotary parts such as have been proposed for use heretofore in mechanisms of this class.

In the drawings I have shown more or less diagrammatically and conventionally a mechanism which is adapted to operate as a governor, together with some of the parts to which it is connected.

In the water circuit there is inserted a cylinder 1. It is provided with heads 2 and 3, the former being preferably fastened in place-by radial flanges and the latter by a cup flange. The head 2 of the cylinder is connected with the pump 6 by means of a pipe 5 which is inserted into the relatively large water inlet passage 4. The cylinder is connected with the delivery side of the water system by means of a pipe at 8 secured in place at the water outlet 9, formed in a boss on the side of the cylinder. Ihis water inlet is near one end of the cylinder, its position being such that there is a relatively short chamber at one end and a relatively longer chamber at the other. The outlet for the water at 9 is considerably smaller than the inlet passage 4, thus insuring a uniformity of pressure in the cylinder.

In the cylinder there is fitted a plunger or piston 7, which is connected to a rod 10, that passes through the head 3, the latter having a central boss of dimensions sufficient to give a prolonged bearing for the rod. The plunger or piston is formed of a leather cup i l and a metallic disk 15 carried by the end of the rod 10. The edge of the leather fits against the interior wall of the cylinder, as shown at 13, and extends, longitudinally, far enough to provide a tight packing. should any water, under the pressure, he forced past the lip part 13 of the plunger into the chamber between the plunger and the head it is allowed to escape through a drain passage 16.

1:2 is a balance spring of relatively large diameter through which the rod 10 is passed, this spring bearing at one end against the plunger disk 15 and at the other against the cylinder head 3. This spring is so con structed and arranged that it is adapted to quickly take care of the variations in pressure at low speeds.

The rod 10 at its outer end is connected by a ball or yoke coupling at 17 with the arm 18 of a bell crank lever, which is pivoted at 20 to a suitable part of the framework. The other arm 19 of the lever is pivotally connected at 22 to the throttle rod 21.

I provide the mechanism with means for varying the action of the parts above described so that the speed and work of the motor can be adjusted and varied as desired.

23 is a tension spring which at one end is connected at a suitable point to the bell crank lever, as for instance to the side of the arm 18. At the other end it is connected by a swivel coupler 26 to a threaded rod 25 which passes through, and abuts against, a bracket 27, preferably integral with the cylinder 1, and with the rod 25 a wing nut 24 engages.

In case the motor is used under circumstances where the speed has to be frequently varied the adjusting and fastening devices just described can be dispensed with and a rod and lever connection can be substituted such as is commonly used for the throttling of gasolene or other explosive engines. In the latter case there are generally a lever with a segment and dog, or equivalent devices, by which the parts can be varied. in position and fastened.

It the tension of the spring 23 be the speed of the engine will be raised inasmuch as a higher pressure will be necessary to force the piston or plunger 7 along the cylinder, and, vice versa, if the tension or" the spring 22 be lowered the speed of the engine will be correspondingly reduced.

Ilti

Increase in pre$ure forces the plunger back against the action of the tension spring and closes the throttle. If the speed of the engine drops below that determined by the tension spring, the pressure in the cylinder will drop, and the spring 12, will, through the bell crank, open the throttle and force the plunger outward until the water pressure and the spring tension balance.

The action of these devices is such that the automatic adjustments are smoothly attained, the spring action being slightly quicker than the variations in the water pressure; consequently the opening of the throttle is positive, and yet it is not vopened so rapidly as to cause pounding; and the shut-off is instantaneous.

In the earlier governors with which I am acquainted the throttles are opened suddenly, on the one hand, and this causes the development of serious stresses in the engine parts, and, on the other hand, are closed slowly which allows the engine to race disadvantageously.

I am aware that various devices have been proposed which have been characterized by the presence of diaphragms arranged to vary in position corresponding to variations in pressure exerted upon them. But the aim of my construction is to provide a governor mechanism which shall eliminate diaphragms and revolving parts. And I believe myself to be the first to have arranged a piston or plunger in a position where it can respond indefinitely to the variations in the pressure and to have combined therewith a balance spring and a tension spring so relatively positioned that one takes care of high pressure at low speed and that the other comes into play when there is need of governor action.

'hat I claim is:

The combination with the circulating pump, the duct for the engine-cooling water, and the throttle, of the cylinder inserted in said duct and adapted to permit the passage of the water therethrough, the piston in the cylinder movable by the water over a relatively long distance at a relatively slow speed, the relatively slowly acting spring in the cylinder bearing against the piston, the rod extending from the piston through the end of the cylinder, the throttle lever pivoted to the piston, and the supplemental adjustable spring connected to the throttle lever and adapted to cause the return of the piston with a speed greater than that caused by the aforesaid spring.

In testimony whereof I aflix my signature in presence of two witnesses.

HENRY LOWE BROW'NBACK.

Witnesses:

ROYAL W. URIE, H. A. PENROSE. 

